Kail-joint



C. OLSON.

RAIL JOINT.

APPLICATION FILED mza, 1919.

/ Patented Nov. 25, 1919.

Brhs ATOEM.

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to the point or oARn'oLsoN, OEBACiNE, WISCONSIN.

RAIL-JOINT.

Specification of Letters Patent.

' Patented Nov. 25, 1919.

App1ication filed April 28, 1919. Serial No. 293,351.

To all whom it may concern: -Be it known that I, CARL OLSON, a subject of the King of Sweden, who have declared myintention to become a citizen of the United States, residing at Racine, in the county of Racine and State of Wisconsin, have invented a new and useful Rail- Joint, of which the following is a specification.

My invention relates to railway rail joints, and the main object is to provide a strong, durable joint which can not accidentally become separated. A second object is to save material and labor in the building and maintaining of a railway track, by eliminating all fish-plates, bolts and nuts from the joints.

In the accompanying drawing, Figure 1 is an end elevation of two rail sections joined together by my new joint. Fig. 2 is a side. view of what is shown in'Fig. 1 but with portions of the rail sections broken away and some ties and spikes added. Fig. 3 is an end view of the base or joint piece proper with the rail removed. Fig. 4 is a section on the line i-Q: in Fig. 8, and a portion of a rail section in dotted lines to indicate the position of therail while it is being inserted or removed from the joint. Fig. 5 is a side elevation of either one of the rail portions entering into the jomt.

Referring to the drawing by reference numerals, 6 designates the base piece of the joint and may be cast of any suitable metal, like gray-iron, malleable iron or cheap steel. It is formed with base flanges 7 abutting against the ends of the regular base flanges 8 of the rail sections 9, and 9", and is provided with two upstanding integral, parallel wings 10 serving as fishplates. These plates are preferably beveled at 11 and the space 12 between them corresponds to the thickness of the vertical web of the rails, and extends downwardly only line 13, thus leaving the base thicker between than outside of the fish plates. Traversing said space is an integral cross bar 14 having its lower portion formed with inclines 15 and its upper side with less inclined faces 16. There also project from the base into said space two lugs 17, each with two inclines, 18 and 19.

Each rail section has a portion of its base flange 8 cut away as from A to B in Fig. 5, and with said flange a narrow strip of the lower edge of the web 19 of the rail,

as can be seen above the numeral 8 in Fig.

pushing them together, then leaving such rail and joint piece on the ties 22, the next rail section is slightly tilted, as in dotted lines in Fig. and inserted in the piece 6, and the next base piece, .6, put upon the raised end of the section, and-then that section is lowered down on the ties and the third rail section placed like 9* in Fig. 4 and inserted, and so on, the sections and the joining pieces 6 are then secured to the ties 22 by spikes 23 in the usual manner. To remove rails thus put down the process is simply a reversal of that just described for putting them down, so no fur ther explanation is considered necessary. If the new rail is to be joined to a rail laid and secured in the old way, by fish-plates and bolts, the remedy is simply to either make the adjacent end of the old rail like the rail piece in Fig. 5, or else join the new and old rail together, in that particular place, by the earlier used fish plates and bolts, as it is a comparatively easy matter to cut one of the new rail sections square at the end and giving its web a couple of holes for the regular bolts. And if a worn out or damaged rail section is to be replaced by a new one, the old section is cut' in two intermediate its ends and removed, and a new section likewise cut is substituted and the cut ends secured together by any suit able form of fish-plates and bolts.

When the parts are put together as shown in Fig. 2, it is evident that the bar 14 will prevent rising of the rail sections, and the lugs 17 will prevent longitudinal movement of the sections except the limited movement provided for in the parts to permit the track to contract and expand according to the atmospheric temperature.

It will be noted in Fig. 2 that there is one tie, 22, placed directly under the adja/ cent ends of the base flanges 7 and 8 to fully support the said parts, and if the base of the piece 6 is not made strong enough to be relied on as a bridge between said two ties, then a tie may also be placed under the middle portion of the piece 6. What I claim is 1. The combination with two adjoining ends of railway rails, of an integral joining piece adapted to receive and hold said ends in abutting position; said joining piece having base flanges corresponding to those on the rail, and two upstanding parallel plates with an intervening space to fit the.

vertical web of the rails, two lugs projecting upwardly from the base of the joining piece a short distance into the space one near each end thereof, and an integral cross bar connecting the upper middle portions of the plates; said rail ends having each a portion of the base flange removed and the adjacent lower edge of the rail web formed with. a notch adapted to fit over the adjacent lag of the joining. piece, and the end of said web provided with a notch adapted to receive about half of the cross baruniting the parallel plates. i

2. The structure specified in claim 1, said notches in the websof the. rails being flared so as to be more readily'engaged with and disengaged from the said lugs and bar, and

the latter elements being shaped to fit long as the joining piece and the rail sections remain in approximately rectilinear position or relation. 7

4. The structure specified in claim l',and ties under the adjoining ends of the rail and the joining piece, and spikes-holding the .base flanges of said parts to the ties.

The structure specified inclaii'n 4:, and a tiesupporting the middle portion, of the joining, piece. V o o 6. The structure specified in claim 1 the base of the joining piece being thicker between the vertical platesthan outside of the same, and thelweb of the rail resting on said thicker portion.

7. The structure specified in claim 6, and the tread of the rail having its lateral por tions resting on the upper edges of said plates. 1

In testimony whereof I afiix my signature.

CARL OLSON. Witnesses; V r

VERA JoHNsoN, CHRISTIAN JOHNSON. 

